Train stopping and speed-controlling mechanism



F. c. WILLIAMS. TRAIN STOPPING AND SPEED CONTROLLING MECHANISM.

APPLICATION FILED MAY 20, I922.

Patented Nov. 141, 1922.

WIT/V555 Patented Nov. 14, 1922.

time ha rant ream r o. WILLIAMS, or VJILDWOOD, new Jansen, nests-non .rornnsnrnrr BLOCK SIGNAL COMPANY, a oonroanrion or DELAWARE.

TRAIN STOPPING AND SIPEED-COLT'IEOLLING MECHANISM.

Application filed May 2-0,

To all whom it may concern:

Be it known that I, FRANK C. WILLIAMs, a citizen of the United States, and a resident of lVildwood, in the county of Cape May and State of New Jersey, have lnvented certain new and useful Improvements in Train Stopping and Speed-Controlling Mechanisms, of which the iollowmg 1s a specification. 1

My invention relates to an automatically operating train stopping and speed controlling mechanism whereby a train will be automatically stopped if there is another train in the block next in advance thereof, it the first mentioned train 'is proceeding at a predetermined low rate of speed (say, fpr instance, fourmiles an hour) and whereln the train will be under the automatic control of a speed responsive mechanism and will be permitted to proceed at a moderate rate of speed (as for instance thirty miles an hour) upon entering a block in which the signal is set for at 45 or caution position indicative that there is a train in the block next in advance of that block in which the train is about to enter. A train stopping mechanism of this kind is clearly disclosed in and forms the subject-matter of my co-pending application, Serial No. 192,636, filed September 22, 1917.

It is the object of the present invention to provide a mechanism which will operate in the manner above indicated and beyond the control of the operator or engineman whenever he attempts to speed up above the pre determined speeds under the conditions above outlined; that is to say, the mechanism will automatically operate the en-' prince? attempts to enter or proceed in the block at the beginning of which there is a danger signal at a speed greater than four miles hour. or attempts to proceed in a block in which the signal is set at 45 at a speed greater than a moderate speed, as

for instance, thirty miles an hour. It is to be understood that these speeds above referred to are merely by way of example and the devices may be set or adjusted to so operate at any predetermined speed.

A further object of my invention is to insulate one or more trucks on a train, and preferably a truck of the tender, effectively and completely from the rest of the train.

A further object of my invention is to so connect a battery of a train stopping mech- 1922. Serial No. 562,280.

A further object of my invention is to provide aconstruotion in which the king-pin by which the car or tender is attached to a truck and upon which the truck turns with respect to the car or tender is insulated from the truck 'or from the-car, or from either orboth, and to so arrange the circuits operatlng the automatic stopping mechanism that any breaking down of the said insulat1on between the king-pin and the truck will result in an automatic application of the trucks. I

Further objects of my invention will appear in. the specification and claims below.

Referring to the drawings in which the same reference characters are employed throughout the various views to designate the same parts, i 1

Fig. 1 representsdiagrammatically one form of carrying my invention into eff ct :and {particularly illustrates the way in through a truck or tender floor showing the k1ng-p1n and one way in which the same may be insulated. and also showing how a truck is insulated from. the-other parts of the train.

Referring to Fig. 1. the'track consists of a pair of rails 1, 2, divided by insulation 3 into blocks 5 and 6.- These blocks are all :alike and therefore a description of block 5,

which is 'completely'shown, will suflice, generally speaking. for a'description ofblocks 4, 6, or any other blocks into which the track may be difvizled. At-theTcnd of block 5 is a battery 7, having one side connected by wire 8 to track 1 of that block and its other side connected by wire-9 to track 2 of said block; At the beginning-of block 5 is a relay 10 connected by-wiresll and 12 to the rails 1 and 2respeotivelyj "Separated by a predetermined distance X but relatively near the :end of block5, there is set into the tracks relatively short rail sections 13 and 14, one in each track respectively and the said section 13 is shown as separated from the track 1 by insulations 15 -15 and the short section '14 is'separate'd from track 2 by similar insulation 15 45. Around the short insulated rail section 13 is a bond wire 16 and around the short rail section 14 is another bond wire 17. From the above it willibe seen bthen that from battery 7, a'circuituis Enormally iflowing through wire 8,;track' 1 oflblock 5, bond -16 back .to' track 1 of block 5,.1thence by wire 11 to relay 10 "and thence-by wire 1"2to .trac-k 2 of=block5 :;andthen.a1ound the short insulated rail secation .14' byrbond wire-17 to ltrack 2,-and thence by .rail '9 hack to battery "In this way then,

with no train within the block, battery '7 kee.ps relay- 1-0 energized and the arinature 18 thereof fh'eld :upas is" clearly indicated 1n Fig. -1. 'It' will also be evident that the instant a .trainenter's' block 5, "the (circuit from battery 7 above outlined will be short-circuited'zhylthe wheels of :the train and substantiallyuno currentrwill tflow through wire 11, rclay 10 and wire 12, :thus causing a de- .energization of'the' relay magnet :10 and a consequent dropping of' the armature 18. Thus, whether-the magnet .10 is energized or de-energized depends upon the presence of a :train in (block 5. llhe arrangement of block 4 is' li'ke .th'atwof block 5 and in Fig. 1 is shown'the'relay magnet 19 similarly connected by wires 2O and 21 with 'the rails 1 and 2 respectively of block 4.' This relay 19 is arranged to hold up its armature-22 when -block4 is clear or unoccupied, in the same way that relay101ho'lds and controls its armature 1'8. Block 6 is like block 5 in that at the end thereof is a battery 23liaving its opposite sides connected by wires 24 and 25 with the tracks :1'and'2 respectively of block '6, the block i-beingalso provided with short rail sections 26 and 27 separated from the mainslength or stretchof traclcby insulation 28-28 and extending" around these short rail sections 25, 26 are bondiwires 29,30 similar to bond wires 16. 17 previously described. It is'ito be understood that at the beginning ofhlock'6lthere isTa relay similar to the relays "10,19 above'described.

At the end'of blockfi'there is'a track battery 31, one side 'ofnwhich'is connected by "wires 32, 33 with short rail section 14 and having its other sideconnected'by wire 34, contact point 35, switch 36, wire 37, armature 22, contact point 38, wire 39 to bond wire 1-7. Also cooperative with the switch 36 is a contactpoint v40 from which extends a wire 41 to" aresistance coil 42, thence by wire 43 to wire 33 and "thence to short rail section 14. Thisiswitch3 6 is operatediand controlled in any suitable manner bynthe signal 44: at the beginningiofblockf. The signal is of any approved type arranged to circuiting the battery by which current is supplied to relay 19 and then de-energizing relay 19 causing the armature .22 thereof to fall awayafrom contact -p0int 38 and .to break the circuit of battery 31. To correspond with this position, the signal 44 is shown to be at the danger position. The signal 44 andthe mechanism for operating the sameare so arranged as "to-hold the switch 36 closed against contactpoirit 35xat all ,ti'mesexcept when it is set to caution position. lgn'block 5is shown the correspondingzsignal ,46 and because of the presence in=block=4 of .the train 45 f'this signal 46 is at 45 or caution position. The connection-between signal 44 and armature 46 is such that the armature 36 will beheldclosed against contact point 35 at all times except when signal44 is in cau- 'tio'n position. WVhen it isin danger po- "sition, thearmature 36will i-be held closed against the contact point 35 just as it is when the signal 44 is in danger position.

Bl0ck6 is likewise provided with a track 'lbatter 47 one side'of which isconnected by wires 48, 49 with short r-rail section 27 of block 6 and theother side of the'battery 47 is connected by wire 50 to contact point 51 "cooperating with which is switch 52 connected by wire 53 to armature '18 held by magnet 10 when block is clear against contact point 54 which in turn 18 connected y 52' is contro'lledby the signal 46 or by" the mechanism for operating-the same and hence the signal is in caution position' and the switch 52 will be separated from contact point 51 and will rest againstcontact point '56 which is connected by wire 57 to resistance coil 58'and"thenceby wire 59 to wire '49 andthence'to short rail section'QT.

The above constitute the track circuit's,--

': that isto Isay,,those circuits which'are controlled bystationary batteries along side the track, asdistinguished "from the train battery and circuits which are carried-by the train and are actuatedbr energized by a ha-tteiy or batteries also carried bya train,

all of which-will be describedbelow.

The showing in Fig. l o'f'ithe trucks of thetrainis to alarge extentdiagrammatic for the sake of clearly showing the electric circuits carriedtby the train. A more complete'showing of the way in which the-circui'ts are established through the truck is illustrated in Fig.2. ltisd'esirablein wir- ,ing for this systemic have ione truclratleast thoroughly and completely insulated from the car or tender mounted'thereon. The

wire 55 with cbond' wire 30. The switch' 61 is assumed to be of metal.

truck 66 shown in Fig. 2 and diagrammatically indicated in Fig. 1 comprises a truck bolster 61 which is carried by the wheels 62 running on the tracks 1 and 2. The top of the bolster truck is provided with a steel plate 63 secured rigidly to the truck bolster 61 in any suitable manner but insulated therefrom by a sheet or plate of insulation 64. This sheet or plate of insulation 64 completely separates or spaces the plate 63 from the truck bolster 61 but in the center thereof may be provided a circular hole 65. The truck bolster itself is also preferably provided with a centrally disposed circular hole 66 Within which is tightly fitted a sleeve 67 of insulating material, said sleeve having preferably a flange 68 at the upper end which readily fits into the circular hole 65 in the sheet or plate of insulatingmate rial 64.

The steel plate 63 also preferably has therein a hole 69 coaxial with the holes 65 and 66 and within the cylindrical sleeve 67 is driven or otherwise tightly fitted a cylindrical sleeve 70, preferably ofsteel or wear resisting material, said sleeve being also provided with an outwardly extending flange 71 on one end adapted to fit easily into the hole 69 in the steel plate 63. In describing this construction, the truck bolster 7 Of course, if it be of wood, the sheet of insulation 64 and the sleeve 67 of insulation might be omitted. As shown in Fig. 2 then, the complete truck bolster comprises the wheels 62, the journal boxes 72, the bolster 61 and the steel plate 63 and steel bushing insulated from the truck bolster 61 by the sheet or plate of insulation 64: and the sleeve 67 of insulating material. The cylindrical sleeve or steel bushing 70 is for the reception of the kingpin 73 by means of which the car or tender is pivotally mounted on the truck bolster.

To the underside of the floor 74: of the car or tender is the tender or car bolster 75, to the underside of which is rigidly secured a steel plate 76 between which and the bolster 7 5 is interposed a sheet or plate 77 of insulat ing material. Through the middle of the car or tender bolster 7 5 is a cylindrical hole 78 within which is fitted bushing 9 of insulating material, the same serving to insulate a steel sleeve 80 from the floor 74. and tender or car bolster as clearly shown in Fig. 2. This steel sleeve preferably passes through a suitable opening in the steel plate 76 to substantially engage the flange 71 on the cylindrical sleeve or steel bushing- 70 of the truck bolster, the steel plate 76 being held onto the bottom of the car or tender bolster 7 5 by bolts 81 passing through sleeves 82 andwashers 83 of insulating material. It is to-be understood that the plate 63 is preferably secured to the truck bolster '61 by bolts or rivets similarly passing through insulated sleeves and insulating washers as will be readily understood by those skilled in the art.

' It is to he also understood that particularly in all steel trains the metal of the train may form and may be used as a ground to which one terminal of a battery may be connected as to earth or ground.

When constructed as above described the truck shown in Fig. 2 and the bolster there for are completely insulated from the train as is also the king-pin 73. The cont-acting surfaces of the truck bolster and the car or tender bolster are steel plates 63 and T 6 to receive the weight of the car and to take the wear between the truck bolster and the car or tender bolster.

In Fig. 2 I have shown what mav he termed the tender truck also indicated as 60 in Fig. l. I may insulate two trucks of the train and in Fin; 1 truck is indicated as also being insulated. but the construction thereof may be exactly like that shown in Fig. 2 and an illustration thereof unnecessary except as diagrammatically shown in Fig. 1 wherein the truck wheel-s65 support and carry a truck bolster 66 an d where'- in a car bolster 87 is provided with a metal plate 88 (corresponding to the metal plate of Fig. 2) and said metal plate 88 is insu lated from the car bolster 67 and the truck bolster 86 by sheets 89 and 90 respectively. corresponding" to the sheets 77 and 6 1 of insulatingmaterial shown in Fig. 2.

The mechanism carried by the .rain as a part of my automatic apparatus adapted to cooperate with the track apparatus previously rflescribed may and preferably consists of a source of air, under pressure, indicated by reservoir 91 connected by a pipe 92 to an electromagnet valve and this valve is connected by a pipe 94 to a second electro-magnetic valve 95. The valve 95 is which is piston 96 on the rod 99 on which is a valve 160 in the main air pipe line 16! which communicates with the chamber 162 above the alve 100. The chamber 1.63 below valvelOO may be connected by a nine 16? to a cylinder 165 having: therein a piston 106 adapted to control the thro tle va ve 1 7 of the locomotive. Qllill1l5ll1 be If this in used with an electrically propelled train. the throttle 107 would be replaced by a switch for ccmtrolling the operation of the motors of a train. interposed between the two valves 93 and 95 and connected to the pipe 94 is a pipe 108 connected to a (-hainber 169 in which a valve 110 adapted to cooperate with a seat 111 therefor. Said valve 110 carried by a valve stem 112' on which is an upper valve 113 adapted to cooperate with a valve seat 114. The valve 11 opens or cuts off the upper chamber 115 from a chamher 116 located substantially midway be con- .nected by a pipe 96 to a cylinder 97 within tween the two valves 110 and 114-. oinmunicating with the chamber 116 is a pipe 117 connected to the pipc96 and through it to the cylinder Located on the pipe 114- is a pressure controlled valve 113. This valve 113 is so arranged that when the pressure is not far from normal. it is held against its seat to hold the small port 119 closed, but when the pressure in the pipe 117 falls below a predetermined point the valve 113 leaves its seat and puts pipe 117 into communication with the atmosphere.

Any suitable form of speed responsive mechanism may be used for controlling the valves 116 and 113, and in F 1 is more or less diagrammatically showna liy ball governor 120 on which is adjustably mounted an arm 121 adapted to engage at times the upper end of the valve stem 112. This arm 121 preferably carries at its outer end a metal contact finger or bushing 122 insulated. from the arm 121 by insulation 123. This linger or bushing 122 adapted to be moved by the governor 120 over to metal contact plates 12 1 and .125 insulated from the train and from each other by insulation 126.

The electric circuits for controlling the electro-magnetic valves 93 and 95, and carried by the train, may be and preferably are battery 12'? to one side of which is connected the metal plate 76 by a wire 123, said plate 76 being also connected by wire 129 to the electromagnet 130 of the valve 93. From said magnet 130, a wire 131 is preferably grounded to train as at 132. ll henever an electric circuit in this specification is so grounded to train, this earth. or ground is indicated by Gt. The other side of bat' tery 127 is connected by a wire v133 to the metal truck bolster 61 and is therefore grounded to the rails through the wheels 62 and journal boxes '12. This grounding to rail is indicated in this specification as G7 and the battery 12? will always be closed through the ground to train 132 and the ground to rail 134 except when the truck is within one of the short insulated sections 26, 27, as shown in Fig. 2, or 13, 1 1, or any other one of the short insulated rail sections with which. each block is respectively provided near the end thereof as previously described. ll hen, therefore, an insulated truck, such as that shown in Fig. enters the short rail section, as for instance, short rail section 26, the circuit from battery 12'? will be broken, the "magnet 93 (lo-energized and the valve 93 permitted to drop unless the magnet 130 thereof be energized from the track battery as will be referred to again below. I prefer to insulate a second truck 84 of the train to the rear of the truck 60 for the purpose of controlling the valve 95 as follows: Carried by the train is a battery 136 which, by wire 13'? is connected to plate 88 between the truck bolster S6 and the car bolster 87, said plate also being connected by a wire 138 to magnet 139 of valve 95, the wire 1410 leading from the magnet 139 being grounded to train by being connected to wire 131 and thence to ground 132. The other side of the battery 136 is connected by wire 1411 to the rail ground 1 12. This circuit be ing substantially like the circuit from battery 127 through magnet 130, it will be plain that this circuit from battery 136 through coil will be a closed circuit at all times except when the wheels 85 of truck 84 are in an insulated short rail section, such, for instance, as sections26 and 27, when said circuit will be normally broken so far as battery 136 is concerned by the insulation 23 which separates the short rail sections from the main stretch of track 1, 2. hen the circuit from battery 136 is broken, the magnet 139 is de-energized and the arn'iature 1&3 will fall. thus closing the valve 95 and cutting off pipe 96 from communication with pipe 9st through valve 95. y

The magnets 130 and 139 are so wound that the magnet 95 requires more current to hold it up than its magnet 93, the resistance in the magnet 139 being greater than that of magnet 130. This is for the purpose of coacting with the track circuits so that under certain conditions the valve 95. may be closed by reason of the droppingof the armature 143, while valve 93 may be still held open for the urpose of permitting the train to proceed at a low rate of speed as will be referred to below.

It may here be stated that the armature 143 of the magnet 139 is enclosed by a casing 141 so that it may not be manually re-set and that the armature 135 of magnet 130 is preferably located at such a place that it is inaccessible to an engineer until he shall have stopped his train and stepped out of the cab forthe purpose of lifting the armature 135 back into the field of the magnet 130. The strength of the magnet 130 is 110 such and the distance of the armature 135 is such, that when the magnet 130 is once de-energized and the armature 135 has dropped it cannot be lifted again by the current flowing through the magnet 130 from 115 the train battery or the track batteries. The magnet 139, however, is so arranged that when once the armature 143 has fallen, neither the battery carried by the train nor the track battery can of itself draw it back 120 to the magnet 139 and thus open the valve 95 but that the combined strength of the track and train batteries will be sufficient to so energize the magnet 139 as to draw it back to the dotted position shown in Fig. 125 2 with the valve 95 open.

The operation of my device is as follows: WVhen in a clear block and running at a high rate of speed, the circuits through magnets 139 and 130 will be closed by the train 130 batteries 136 and 127 respectively; the arm 121 on the governor 120 will be raised as high or higher than the dotted position shown in Fig. 1 wherein the arm 121 is shown above and out of contact with the upper end of the valve stem 112. The finger or brush 122 will be on the plate 124 and out of contact with the plate 125. If now, under these conditions and at that speed the train enters the short insulated rail sections 26 and 27 of block 6 and the signal 46 is as shown in Fig. 1, set to the caution position, the external track circuits will be as they are shown at the beginning of block 5 in Fig. 1'. Armature 18 will be held against contact 54 by relay 10, there being no train in block 5, but switch 52 will be in engagement with contact point 56 being in that position because the signal 46 is at caution. As truck 60 then enters this block, there will be established the following wire 128, metal plate 76, wire 129, magnet 130, wire 131 to train ground 132 from the train to the rails 1, 2 to the left of the short rail section 26, 27, thence by bond wire 30, wire 55, contact point 54, armature 18, wire 53, switch 52, contact point 56, wire 57, re sistance 58, wire 59, wire 49 to short rail section 27, thence by wheels 62, ournals 72, truck bolster 61, wire 133 back to battery 127. For convenience, in Fig. 1 this circuit from short track section 26 or 27 back to battery, 127 is indicated by a dotted line 133 from wheel 62 to wire 133. It will here be seen that the circuit then through magnet 130 will be maintained closed but by reason of the resistance 58 in that circuit, the current will be weaker, sufiicient, however to maintain the armature 135 against the magnet 130. It will thus be seen that when a train is about to enter a block at a speed higher than a. predetermined fair rate of speed, as, for instance, a speed greater than thirty miles an hour when the signal for the block about to be entered is set at caution, the circuits are such that the magnet 130 will not be de-energized and the valve 93 will be held in its upper position. WVhen, however, the next insulated truck 84 so enters this same short rail section, the truck 60 will have passed out of it and the magnet 130 will continue to be held energized by the train battery alone as it normally is so energized.

However, when the truck 84 enters this short rail section, the following circuit will .be established,-battery 136, wire 137, metal plate 88, wire 138, magnet 139, wire 140, wire 131 to train ground 132, thence to rails 1 and 2 and bond wire 30, wire 55, contact point 54, armature 18, wire 53, switch 52, wire 57. resistance 58, wire 49 to short rail section 27, thence by wheels 85, truck bolster 86, back to battery 136 (indicated by dotted line 141 in Fig. 2). The circuit through magnet 139 will not therefore be broken but the strength of the current will be reduced by reason of the presence in the circuit of resistance 58 and this reduction in the amount of current causes the armature 143 to fall from the magnet 139 and to close the valve 95. When the valve 95 closes, the air from pipe 94 to pipe 96 is cut off through valve 95 and the air from pipe 94 through pipe 108 to chamber 109 through the seat 11 is closed by valve 110 it being assumed that the train is still running above said speed of said thirty miles an hour and the arm 121 is out of contact with the upper end of the valve stem 112'. All air then from the main supply tank 91 is cut off from cylinder 97 under these conditions and air immediately begins to leak out of the pipe 117 through the now open valve 112 and through the upper leak port 145 from the upper chamber 115 above valve 113. When the pressure in this pipe 117 shall have been reduced to be insuflicient to maintain the valve 118 on its seat, it will drop away from its seat 119 and all the pressure in pipe 117 will be incidentally reduced to atmospheric. This reduction of the pressure in pipe 117 enables the compressed air in train pipe 101 to force the valve 100 off its seat and passing through pipe 101 enters cylinder 105 and draws the piston 106 to the right, closing the throttle and stopping the train. At the same time that the brakes are applied by reason of the reduction of the pressure in the air brake system pipe 101 in the usual manner. If then one attempts to enter a block in which the signal is at caution at a speed higher than a predetermined speed of say thirty miles an hour, the brakes will be applied and the train stopped automatically independent of, and in spite of anything which the engineer can do.

At the said speed of thirty miles an hour, the arm 121 is so adjusted as to just touch the top of valve stem 112 and push the valve 110 off its seat but the contactfinger 122 will still be in engagement with the metal plate 124 only; that is to say, it will be out of contact with the metal plate 125.

WVhen, therefore, an engineer enters a block in which the signal is set at 45 or caution but at the said speed of say thirty miles an hour, then, although the armature 143 of the magnet 139 shall have fallen and the valve .95 shall have closed, air from the air supply tank 91 will still be admitted through pipe 92, valve 93, pipe 94, pipe 108, chamber 109, valve port or seat 111, pipe 117 to cylinder 97 and the air therein will continue to hold the valve 100 on its seat to prevent the air from the train pipe passing therefrom through it. It is to be understood that the leak port 145 is a small one so ,that the air supplied from tank 91 will be at such a pressure as to still hold the piston 98 in its elevated position notwithstanding the slight leak through the leak port 145.

' There remains then to describe the action of this apparatus when an engineer attempts to enter a block such as the block 4 when the signal 44 therefor is set at danger as shown in Fig. 2[ It will be, understood that when the tender truck 60 enters the short rail section 13, 14, the circuit from train battery 127 isbroken since'wire 133 is grounded to rail and the short rail. section 13, 14 is insulated by the insulation 15. The rail grounder-the battery 127 is then cut oil from the train ground by the insulation 15. IVhen'the signal is set at danger as is the signal 44, the relay 19 has been de-energized by reason of the presence of say a train 45 in block 4 and the armature will have tallen away "from contact point 38. In any other position than in caution position, the switch is held against the contact point just as the switch 52 is always held against the contact point 51 except when the signal is in caution position. The track circuit battery 30, wire 32, wire 33 to short rail section 14, wheel 62, track bolster 61, wire 133, battery 127, wire 128, plate 76, wire 129, magnet 130, wire 131 to train ground 132 and thence through the wheels of the train to track 2, bond wire '17, wire 39, contact point 38, armature 22, wire 37, switch 36, contact point 35 and wire 34 back to battery will be broken by the armature 22 falling away from contact point 38. This will then cause the armature 135 to fall permitting the valve 93 to close to cut off all air from tank 91 to pipe 94. The air then in the piping between the valve 93 and the cylinder 97 will leak out through the leak port 145 as well as through the leak port 146 in the casing of valve 93 and when the pressure in the pipe 117 falls a'little below the normal pressure required to hold the valve 118 closed, that valve 118 will open reducing pressure in pipe 117 and allowing the pressurein the train pipe 101 to open the valve 100. I have provided, however, a mechanism whereby an engineer may enter a block, the signal to which is set at'danger and in which there may beanother train, provided he does not enter it at or while in it increase his speed over a predetermined low speed of say four miles an hour. This isprovided by a wire 147 connecting the wire 131 from magnet 130 through switch 148, wire 149 with plate 124 and a wire 150 eitending i'rom plate 125 to truck bolster 61. The arm 121 is so set and the fly balls of the governor are so arranged that when the train is proceeding at a speed of say four miles an'hour, the valve 115 is held closed as shown in full lines in Fig. 1 and the finger 122 bridges and forms an electri cal contact between the plates 124 and 125.

The engineer has then brought his train down to a speed of say four miles an hour and closes the switch 148. The train circuit from battery 127 will be held closed as follows: battery 127, wire. 128, plate 76, wire 129, magnet 130, wire 131, wire 147, switch 148, wire 149 plate 124, finger 122, plate 125, wire 150, truck bolster 61 and thence by wire 133 back to battery 27.

It will now be seen that by reason of the above construction the truck bolster 61 is substantially completely insulated from the parts of'the-train mounted thereon. The king-pin 73 is completely insulated so that there is no electrical connection from the truck bolster 61 to't-he train. It will be seen, however, that if for anyreason the insulation 77 or 78 should break down, then the battery 127 would be immediately short-circuited and the magnet 130 would become deenergized, allowing the magnet 135 to fall to stop'the train. It is also plain that if the insulation '64 of sleeve 67 should fail to insulate the bolster 61irom the metal'plate 63 or bushing 70, the battery 127 would be similarly short-circuited' and the circuit through the magnet 130 would cease allowingt-he armature to fall. In this way any breaking down of the insulation and consequent grounding of theWire between the battery 127 and its magnet 130'would immediately result in the "stopping of the train. The

same construction and arrangement are also present in the truck 84 so that any breaking down of the insulation between the battery 136 and its magnet 139 producing 'a ground between the said battery and the said magnet will'result in theclosing'of the valve 95.

There is one further operation which should be briefly described. WYh'enever a train has entered a block in which the signal thereforis ,set at caution and the armature 143 of magnet 95'lias fallen, the engineer may not thereafter speed up his'train above thirty miles an hour until he has nearly cleared that block, because the armature 143 is enclosed inthecasing 144 where it cannot be tampered with by the engineer. But this armature 143 is so arranged that it does not fall out of the field ofmagnet 139 when magnet 139 is energized at the same time by thetrain battery 136 and the contact battery 31. Remembering that when a signal like signal 44 or 46 is sett'o the ca'ution position, then the armature 22 or 18 and the switch 36 or 52 will be respectively held against their contact points-38 or 54 and and 51. After then having reduced the speed to say thirty miles per hour and about to enter a clear block, the magnet 139 will now he energized by the track battery and by the battery carried by the train. This circuit will be (referring to blocks 4 and 5) from track battery 31', wire 32, wire 33 ,"short rail section 14, to wheels 85'to battery 136 v to train. ground 132, and thence to rails 1 from said truck the other side oi said battery being connect and 2, bond wire 17, wire 39, contact 38, armature 32, wire 37,switch 36 contact point 35, w1re 3 1, back to batter 31. The strength oi both these batteries flowing through the magnet 139 will be suiiicient to draw up the armature 143 and open the valve for normal running conditions. I

jlin this way. the whole stopping system is protectedbecause if the system were so arranged that the circuits for any reason become short-circuited and such short-circuiting continue to hold the armatures M3 and 135 to their respective magnets, the track circuits would be inoperative to affect the electromagnets and therefore the engineer might proceed at full speed into a block in whichthe' signals are .set againsthim without producing any operation oi? the automatic trainstopping mechanism carried by the train. This insulation of the truck bolster from the train and this insulation of the king-pin and the insulation of the plates'63 and 76 from the train bolster and from the tender or car bolster is effective to insure the reliable and certain action of the stationary track circuit with respect to the circuit carried by the train so that whenever the track circuits are set to indicate danger or caution signals, the circuits carried by the train will be always in condition to suitably respond to and coact with the track circuits and any wearing out or breaking down of the circuits carried by the train would make it'impossible. for the engineer to operate the train until the trouble has been located and repaired.

Having, thus described my invention what I claim and desire to protect by Letters Patent is: f

1. In a train stopping and speed controlling mechanism comprising an air brake system and an electromagnetic valve which when energized holds the air brake mechanism from applying the brakes and controlling the speed of the train, the combination with an insulated truck insulated from the'rest of the train, abattery carried by the train, one s1deoi which is grounded to the track through said'insulated truck,

and a metallic plate between and insulated and the rest of the train,

ed through said insulated plate to said electromagnetic valve and then grounded to a part of the train from which said truck is insulated, whereby any accidental groundingb'f the circuit between said battery and said valve. short-circuits said 'alve and actuates said air brake system.

2. 111a train stopping andspeed controlling mechanism comprising an air brake system and an electromagnetic valve which when energized holds the air brake mechanism from applying the brakes and controlling the speed of the train, the combination with an insulated truck comprising a truck bolster and car wheels all insulated from the 1. p of the train, a battery carried by the train, one side of which is grounded to the track through the wheels of said insulated truck, and a metallic pl te between and insulated from said bolster and the rest of train, the other side of said battery being connected through said insulated plate to said elcctronr a valve and then grounded to a part of the train from which said truck is insulated,

3. In a train stopping; and speed controlling mechanism comprising an air brake system and electromagnetic valve and which, when energized, holds the air brakeniechanism "from operating, the combination with a truck insulated from the rest of the train a batterv carried by the train, one side of which is grounded to the track through said insulated truck, a metallic plate be tween and insulated from said truck and said train, the other sine of said battery being connected through said insulated plate to said electromagnetic valve and then grounded to a part of the train from which said truck is insulated, speed-controlled switch normally open but automatically closed whenever the train is proceeding at or slower than a predetermined low speed, nd a shunt circuit from said electromagnetic valve to said switch and thence to said battery.

4-. .ln train stopping and speed con trollingmechanism comprising an air bralre system and electromagnetic valve and which, when energized, holds the air brake mecha-- nism from operating, the combination with a truck comprising a truck bolster and car wheels all insulated from the rest of the train, a battery carried by the train, one side of which is grounded to the track through the wheels or said insulated truck.

a metallic plate between and insulated from said. truck and said train. the other side oi said battery being} connected through. said lnsulated plate to said electromagnetic valve and then grounded to a part of the train from which said truck is insulated. a speed-controllcd switch normally open but automatically closed whenever the train is proceeding at or slower than a predeten mined low speed, and a shunt circuit from said electrmnagnetic valve to said switch and thence to said battery.

5. in a train stopping and controlling mechanism. the combination oi track comprising a block and having short insulated rail-section near the end thereof, a track battery having: one side connected to said short rail section. and the other side connected to the track on each side of said short llll) rail section, a signal, means to close a partial circuit from the rails to said battery and thence to said short insulated track section when said signal is clear, to break said partial circuit when said signal is danger, and to close a partial circuit from the rails to said short rail section around said battery and through a resistance when said signal is caution, an air brake system carried by the train, an electromagnetic Valve which, when energized, holds said air brake mechanism from operating, a truck insulated from the rest of the train, a battery carried by the train, one side oi which is grounded to the track through said insulated truck, and a metallic plate between and insulated from said truck and. the rest oi the train, the other side of the battery carried by the train being connected through said insulated plate to said electromagnetic valve and then grounded to a part of the train from which said truck is insulated.

(ii In a train stopping and controlling mechanism, the combination of a track comprising a block and having a short insulated rail-section near the end thereof, a track battery having one side connected. to said short rail section, and the other side con nected to the track on each side of said short rail section, a signal, means to.close a partial circuit from the rails to said battery and thence to said short insulated track section when said signal is clear, to break said partial circuit when said signal is danger, and to close a partial circuit from the rails to said short rail section around said battery and through a resistance when said signal is caution, an air brake system carried by the train, an electromagnetic valve which, when energized, holds said air brake mechanism from operating, a truck having a bolster and wheels all insulated from the rest of the train, a battery carried by the train, one side of which is grounded to the track through the wheels oi. said insulated truck, and a metallic plate between and insulated from said truck and the restoi the train, the other side of the battery carried by the train being connected through said insulated plate to said electromagnetic valve and then grounded to a part of the train from whichsaid bolster is insulated.

7. in a train stopping and controlling mechanism, the combination of a track comprising a block and having a short insulated rail-section near the end thereof, a track battery having one side connected to said short rail section, and the other side connected to the track on each side of said short rail section. a signal, means to close a partial circuit from the rails to said battery and thence to said short insulated tracksection when said signal is clear, to break said partial circuit when said signal is danger, and to close a partial circuit from the rails to said short rail section around said battery and through a resistance'when said signal is ,ca-ution, an air brake tem carried by the train, an electromagnetic valve which, when energized, holds said air brake mechanism from operating, a truck having a bolster and wheels all insulated from the rest of the train: a batterycarri'ed by the train, one side ofwhich is grounded to the track through the wheels of said insulated truck, a metallic plate between and insulated from said'truck and the rest of the train, the other sideof the batterycarried by the train beingconnected through said insulated plate to said electromagnetic valve and then grounded to a partb'f the train from which said bolster is insulated, a second electromagnetic valve cooperating with said air brake system'and with said outside or track circuit when" said signal 'is at caution, a second truck insulated from the rest of the train, a second battery carried by the train, one side otwhich is grounded to the track through said insulated truck, and a metallic plate between and insulated from said second truck and the train, the other side of said second battery being connected through said second insulated plate to said second electromagnetic valve and thence grounded to a part 'of the train from which said second track is insulated. i i

S. In a train stopping and controlling mechanism, the combination of a track comprising a block and having ashort' insulated rail-section near'the end thereof, a track battery having one side connected to said short rail section,'andthe other side connected to the track on each sideof said short rail section, a signal,"means to close a partial circuit fromthe rails to said battery and thence to said short insulated track section when said signal is clear, to break said partial circuit when said signal is dang-01", and to close a partial circuit from the rails to said short rail section around said battery and through a resistance when said signal is caution, an air brake systeni carried by the train, an electromagnetic valve which, when energized, holds said air brake mechanism from operating, a truck having a bolster and wheels all insulated from the rest of the train, a battery carried by the train, one side of which is grounded to the track through the wheels of said insus ated truck, a metallic plate between and insulated from said truck and the rest of the train, the other side of the battery carried by the train being connected through said insulated plate to said electromagnetic valve and then grounded to a part of the train from which said bolster is insulated, a second electromagnetic valve cooperating with said airbrake system and with said outside or track circuit when said'signalis at caution, a second truck comprising a second battery being connected through said truck bolster and car wheels all insulated second insulated plate to said second electro- 10 from the rest of the train, a second battery magnetic valve and thence grounded to a carried by the train, one side of which is part of the train from which said second grounded to the track through the wheels of truck is insulated.

the said insulated truck, and a metallic plate In witness whereof, I have hereunto set between and insulated from said second my hand this eleventh da of May. 1922. truck and the train, the other side of said FRANK .WILLIAMS. 

